Marine cargo handling crane

ABSTRACT

A crane particularly for assembly on the deck of a vessel, including a fixed post and a jib boom pivotally mounted on the fixed post for rotation in a horizontal plane and means for topping the boom, and a traversing trolley on the jib boom from which the cargo hoisting hook is suspended, and independent means for slewing and topping the jib boom and for raising and lowering the cargo hoisting hook in any traversed location of the trolley on the jib boom.

United States Patent Campbell et al.

[451 Apr. 25, 1972 [541 MARINE CARGO HANDLING CRANE [72] Inventors: George Thomas Richardson Campbell;

Toshishige Kasuga, both of Tokyo, Japan [73] Assignee:

Algoship International Limited, Nassau, Bahamas [22] Filed: Dec. 8, 1969 [21] Appl.No.: 883,002

[30] Foreign Application Priority Data Dec. 27, 1968 Japan ..43/96323 Apr. 10, 1969 Japan ..44/27949 Aug. 26, 1969 Japan ..44/8l151 [52] U.S.Cl ..2l2/3,212/56,212/66, 212/58 [51] Int. Cl. ..B66c 23/52 [58] FieldofSearch ..2l2/56,63,144,58,3,66

[56] References Cited UNITED STATES PATENTS 1,018,723 2/1912 Miller .212/56 1,122,236 12/1914 Schirmer ..2l2/63 2,796,178 6/1957 Praschak ....212/63 3,034,661 5/1962 Pollack ..2l2/56 FOREIGN PATENTS OR APPLICATIONS 622,830 12/1935 Germany ..212/56 12,734 8/1849 Great Britain ..212/56 480,056 2/1938 Great Britain ..212/56 864,037 3/1961 Great Britain ..212/56 Primary E.raminer-Harvey C. Hornsby Atlorney-Fetherstonhaugh and Co.

[57] ABSTRACT A crane particularly for assembly on the deck of a vessel, including a fixed post and a jib boom pivotally mounted on the fixed post for rotation in a horizontal plane and means for topping the boom, and a traversing trolley on the jib boom from which the cargo hoisting hook is suspended. and independent means for slewing and topping the jib boom and for raising and lowering the cargo hoisting hook in any traversed location of the trolley on the jib boom.

10 Claims, 24 Drawing Figures Patented April 25, 1972 3,658,187

13 Sheets-Sheet 1 INVENTORS G. T. R. CAMPBELL T. KASUGA 7 PA TE AGENTS Patented April 25, 1972 13 Sheets-Sheet z INVENTORS G. T. R. CAMPBELL T. KASUGA PA ENT AGENTS Patented April 25, 1972 3,658,187

13 Sheets-Sheet 5 INVENTORS G. T-. R. CAMPBELL T. KASUGA PATENT AGENTS Patented April 25, 1972 13 Sheets-Sheet 4.

INVENTORS G. T. R. CAMPBELL T. KASUGA PA TENT A GENTS Patented April 25, 1972 3,658,187 I 13 Sheets-Sheet 5 INVIiNTUks G. T. R. CAMPBELL T. KASUGA ymyv PATENT AGENTS Patented April 25, 1972 3,658,187

13 Sheets-Sheet 6 R? o i k INIVENTORS G. T. R. CAMPBELL T. KASUGA ilm v IA TENT Ali/2N 'I'S Patented April 25, 1972 3,658,187

13 Sheets-Sheet 7 ,INVENIITORS G. T. R. CAMPBELL T. KASUGA PATENT AGENTS Patented April 25, 1972 3,658,187

13 Sheets-Sheet 8 I INV TORS G, T. R. MPBELL T. KASUGA PATENT AGENTS Patented April 25, 1972 3,658,187

13 Sheets-Sheet 9 FIG. I614 FIG. I68

INVENTORS G. T. R. CAMPBELL. T. KASUGA PAT T AGENTS Patented A ril 25, 1972 3,658,187

I 13 Sheets-Sheet ll INVENTORS G. T. R. CAMPBELL T. KASUGA yMv PATENT AGENTS Patented April 25, 1972 13 Sheets-Sheet 12 FIG. 22

INVENTORS c.- T. R. CAMPBELL T. KASUGA fw ,g z vr PA TENT AGENTS Patented April 25, 1972 3,658,187

13 Sheets-Sheet 15 INVENTORS G T. R. CAMPBELL T. 'KASUGA PATENT AGENTS MARINE CARGO HANDLING CRANE This invention relates to cranes and particularly to cranes located on the deck of a vessel.

Marine cargo handling equipment hitherto has been generally a derrick type namely, Burtoning system, K7 system and Thompson system with various other improved types.

It is only recently that deck cranes have become accepted in marine cargo handling. However they all have certain inherent drawbacks which are listed as follows:

Derrick Type a. In the conventional derrick system, the spotting ability, in other words the ability to maneuver the cargo hook, to a desirable location, was poor as it is done by a combination of operations, i.e. topping, slewing and hoisting. In the topping operation, as the angle of the boom is increased, the center of gravity of the boom and the cargo will rise resulting in greater power requirements.

In some cases spotting ability was reduced to such an extent that the topping operation was almost impossible.

b. In the Burtoning system, lifting and slewing are effected with two derricks held in fixed position and two whips. The ends of the whips are fastened to a single cargo hook. Because of the complexity and rigidity of the system spotting ability is extremely reduced.

Deck Crane c. The length of hoisting rope between a cargo hook and jib top sheaves varies greatly with the slewing radius. At the minimum slewing radius position, the length of rope can be so long that swaying motion can hinder cargo operation to great extent.

d. When a cargo has to be luffed in-board toward the heel of the jib, jib angle has to be increased and this can be a very difficult operation when the cargo load is great.

e. In general, the cost is higher than other equipment.

The present invention has for its object to provide a marine cargo handling equipment which has an improved cargo handling efficiency. The invention incorporates luffing, slewing and traversing trolley system. The luffing and slewing apparatus (gooseneck) is located in the mid-position of a fixed post erected on the deck. This post supports a boom on which a traversing trolley with a cargo hook suspended travels alongs its length.

Reference is made to the accompanying drawings in which:

FIG. 1 is a general arrangement of one form of cargo handling crane according to the present invention, System A.

FIG. 2 is a plan of the crane system shown in FIG. 1.

FIG. 3 illustrates the relation between traversing trolley rope and cargo hook hoisting rope in the system shown in FIGS. 1 and 2.

FIG. 4 illustrates the relation between trolley and boom of the system shown in FIGS. 1 and 2.

FIG. 5 is a schematic view illustrating the slewing system shown in FIGS. 1 and 2.

FIG. 6 is a general arrangement of a modified crane system Bu FIG. 7 is an enlarged vertical section of the gooseneck arrangement shown in FIG. 6.

FIG. 8 is a general arrangement of a modified crane system C".

FIG. 9 is a plan of the crane system C" shown in FIG. 8.

FIG. 10 is a general arrangement of a modified crane system D.

FIG. 11 is an enlarged side elevation of the gooseneck arrangement shown in FIG. 10.

FIG. 12 is a horizontal section taken on the line C on FIG. 1 1.

FIGS. 13 and 14 are a general arrangement in elevation and in plan respectively of a modified crane system 5".

FIG. 15 is a schematic view illustrating a modified crane system F.

FIGS. 16A and 16B are enlarged views showing the cable holder in FIG. 15.

FIG. 17 is a general arrangement in elevation of a modified crane system G.

FIG. 18 is an enlarged view taken from FIG. 17 showing the position of the hoisting winch and the traversing winch.

FIG. 19 is a plan view of the winches shown in FIG. 18.

FIG. 20 is a schematic view illustrating a modified crane system I-I".

FIG. 21 is a schematic view of the hydraulic system for the cylinders in FIG. 20.

FIG. 22 is a schematic view illustrating a modified crane system 1.

FIG. 23 is a plan view showing the slewing operations of the crane in FIG. 22.

As shown on FIGS. 1 and 2, in system A a fixed post 9 is erected vertically on the deck above the longitudinal center of a ship. A boom supporting structure (gooseneck) 30 is located in the mid-position of the post 9. On the I-section main structure of the boom 1, a boom outrigger l8 and a strength member 19 are constructed to form a diamond shaped parallelogram. On the gooseneck 30, for slewing purpose a vertical spindle 13 and for topping purpose a horizontal pin 12 are fitted. In order to fix the boom 1 in horizontal position or to top it, sheaves 17, 17' and 17" and topping winch 14 are installed as shown. By pulling in the rope 8, the boom can be topped or lowered. For slewing purpose an outrigger 31 is built on the fixed post 9. Sheaves 22, 22', 21 and 21 are arranged as shown on FIG. 5. One end of each of the ropes 20 and 20 is anchored on to the outrigger 31 and another end is lead to the slewing winch 23 via sheaves 21, 22 and 21, 22' respectively. However ropes 20 and 20' are reeled onto the split drum of slewing winch 23 in such a way that they reel in an opposite direction. To pick up any slack in the rope, an adjusting weight 27 is suspended by rope 20'. Depending on the rotation of drum of the winch 23, the boom can be slewed in either direction.

As shown on FIGS. 3 and 4, the traversing trolley 2 will traverse freely on rollers 3 along the entire length of I-section boom 1. The trolley 2 is pulled by ropes 7 and 7' which pass through sheaves 10 and 10' and 29 and are lead to traversing winch 16 as shown. Depending on the rotation of the drum of traversing winch 16, the trolley can travel inboard or outboard along the boom 1. The cargo hook is suspended by rope 6 which has one end fixed to the end of the I-section boom and another end lead to the drum of hoisting winch 15, via sheaves 4, 4, 5 and 11 as shown on FIGS. 1 and 3. Sheaves 4 and 4' are fixed on to the bottom of the trolley by lugs 24. Sheave 11 is fixed on to the gooseneck 30. This arrangement enables the hook to be hoisted or lowered into position while the trolley 2 is traversing. The cargo hook can be kept at constant level without operating the hoisting winch 15 while trolley is traversing. In this system cargo handling is mainly done by combination of slewing, hoisting and traversing of trolley 2.

As shown on FIG. 5, slewing operation can be illustrated as follows:

An operation of slewing winch 23 in the direction of arrow will reel in rope 20 and pay out rope 20', this will slew the boom 1 to the right around the spindle 13. In this system, maximum slewing angle of the boom is about As shown on FIG. 3, traversing mechanism can be illustrated as follows:

An operation of traversing winch 16 in the direction of arrow will reel in rope 7 and payout rope 7 rope 7 will pull the trolley 2 along the boom 1. The traversing of trolley will in no way alter the height of cargo hook, as the relation between sheaves 4, 4 and 5 is not altered.

As it is known that the center of gravity of cargo handling equipment cannot rise too high above the deck, this will immediately put a limit on the vertical position of the gooseneck. If a circumstance arises where the cargo height requirement for handling is about the height obtained with the boom in horizontal position, it is necessary to top the boom. The trolley is designated so that it may be locked into position at the tip of the boom by a shackle or any other appropriate means. This enables the cargo to be luffed by reeling in rope 8 with the topping winch 14.

In order to stow the boom when not in use, just simply pay out rope 8 by the topping winch 14 and the boom can be lowered onto the deck with the heel supported by pin 12. This automatically lowers the center of gravity of the equipment and increases the stability of the ship.

The advantages accrued from the invention can be listed as follows:

a. Traversing of cargo is simple and smooth operation with reduced power requirements. With comparison to the conventional system, the spotting ability is increased considerably. Less power will mean less cost.

b. Unlike conventional equipment, the cable length between a cargo hook and boom tip sheaves is not unnecessarily long and this will prevent cargo from swaying excessively.

c. The problem of jib lifting is eliminated while luffing the cargo inboard toward the heel of the jib.

d. Because of its simple operation, cost can be reduced considerably and yet it will be much more efficient. Its design lends itself readily to hatchcover handling equipment.

The system so far described consists of a fixed post 9 with an outrigger 31 and wire ropes. However slewing of the boom can be done by many other mechanisms.

As shown on FIGS. 6 and 7, in system B other mechanism will be described below:

The hoisting, topping and traversing operation in this system are exactly the same as previous system. However the topping sheave 17 is fixed to an outrigger 54 as shown on FIG. 6. A long protruding gooseneck 30 is located in the mid-position of the fixed post 9. This gooseneck 30 incorporates a vertical spindle 40 for center of slewing and at the bottom of this spindle 40 is a cross-member 43 which in turn has ,two horizontal pins 12 attached under it. The pins 12 are for topping purpose. A drive motor 41 with a brake 46 on the top and a reduction gear 45 with extending pinion 44 onthe bottom is mounted on the gooseneck 30. Power supplied by the drive motor 42 is transmitted to a gear 42 from the pinion 44 and this swivels the boom 1 around the spindle 40 which is located on the ships center.

In this system, maximum slewing angle covered is approximately 300 and this is due to the elimination of an outrigger 31. A conventional derrick system can serve one hold aft or forward of its post, whereas the system described above can handle cargo in any direction except an area of approximately 50 60 on the side where the post 9 is located. In other words, this one crane can handle almost two holds. In this invention as the trolley is capable of traversing near to the slewing center, spotting ability is considerably higher. Navigation from the bridge is made easier as the fixed post is located offcenter of ship and it provides clear visibility. The gear arrangement described above can be easily replaced by wire rope arrangement;

As shown on FIGS. 8 and 3, in system C in order to cover even a larger handling area, swivelling support 54 (for instance incorporating roller) is mounted on top of a fixed post which is erected on the center line of a ship.

At the bottom part of this fixed post, a reduction gear unit 55 is installed. This reduction gear unit 55 is geared to a tuming table 58 which rotates the swivelling post 51 on the swivelling support 54. Guide rollers 53 are made to follow the outer circumference of the fixed post 52 while swivelling post 51 is rotating. A drive-motor 57 with a built in brake 56 is mounted on the turn table 58. The pinion 59 of the drivemotor 57 meshes with the gear 55 of the fixed post 52 and rotate the swivelling post 51. Two booms of the type shown on FIGS. 6 and 7 are mounted on a swivelling post 51. The construction of the booms 1 and its relation to the swivelling post 51 are identical to the previous system described. The relations between trolley 2, cargo hook and topping lift 8 are identical to previous system except that the winches 14, and 16 are mounted on the turn table 58 so that their relative positions with the swivelling post 51 do not alter. With this arrangement each boom 1, 1 can cover approximately 180 slewing area. With two booms operating simultaneously, the crane can cover almost 360 working area.

As shown on FIGS. 10, l 1 and 12 in system D for easy stowing purpose of the boom, a T-section guide 60 is welded vertically onto the fixed post 9 along its length up to mid-position of the post. An inverted V-shaped top guide 61 is built on the top of the T-section guide 60. Pin holes 62, 62' and 62" are made as shown on FIG. 12. Sliding gooseneck guide 63 has a vertical spindle 64 and on the top part of this spindle, a horizontal pin 12 which supports the boom 1 is incorporated. One end of the gooseneck hoisting rope 65 is anchored to the lower end of the boom 1 and another end is lead to a topping unit 14 via sheave as shown on FIG. 10. To set up the system for cargo handling, one reels in rope 65 by topping unit 68 to lift the boom 1 into position. By utilizing the ram 67 built on to the bracket 69 locking pin 66 is pushed through holes 62, 62' and 62" and this locks the sliding gooseneck guide 63 into fixed position. Once the gooseneck is in position, the boom 1 can be lifted to a fixed horizontal position by means of rope 8 and topping winch 14. Any one of those slewing methods mentioned before can be employed in this system. To stow the boom 1 on the deck, use the ram 67 and pull out the locking pin 66, this enables the gooseneck guide 63 to slide along the T-section guide. By operating the topping unit 68 and topping winch 14 simultaneously, the boom can be lowered down onto the deck and can be stowed. This lowers the center of gravity of the equipment and consequently contributes to the stability of the ship.

With the increase in size of a ship recently, especially beamwise, an increase in slewing radius in order to reach outboard has become a problem.

A system E as shown on FIGS. 13 and 14 can be used to replace the above situation. Two fixed posts 9, port and starboard are erected transversely in line on the deck. Two crossmembers 70 and 70' are constructed on top and mid-position of the fixed post 9. A truss construction boom supporting structure 71 is attached to the two cross-members 70 and 70' above a center line ofa ship by pin joint as shown on FIG. 13. This enables the structure 71 to swing to either port or starboard easily. The structure 71 can be locked into port or starboard by locking device 72 and 72'. By locking the structure 71 in either direction by locking device 72 or 72' out-reach of the boom 1 in either direction can be increased. .With the lock released, the resultant boom length (R) is the sum of length (a) and length (r) and this will considerably increase the cargo handling area. In locked position tipping moment is reduced as the lever arm is reduced by length (a).

The construction of the boom so far described consists of a boom outrigger l8 and a strength member 19. As an alternative to this, a boom shown on FIGS. 15 and 16A and 168, has tension ropes fixed on to the tip of the boom 1 by turnbuckles 26 and outrigger 18 as shown. Ropes 80 are held in position by a cable fastening device 25 and 25'. By tightening the turnbuckle 26 tension in the rope is increased. The tension in the rope 80 in the slewing direction reacts with the slewing force to give rigidity to the boom 1. With above arrangement, a standard I-section beam can be used as a boom which is very light and cheap compared to other types. Reduction in weight means less power requirement for topping and slewing which all contribute to low cost.

As shown in FIGS. 17, 18 and 19 in system G, a traversing winch 84 which is driven by an oil motor 86 and has drum divided by a flange in its center and also a hoisting winch 83 which is driven by an oil motor and has larger diameter drum than traversing winch 84 are provided at bottom surface of the boom 1.

The trolley 2 is pulled by ropes 7 and 7 which pass through sheave 29 and are led to the traversing winch 84, the trolley can travel inboard or outboard along the boom 1.

The cargo hook 5 is suspended by the rope 6 which has one end fixed to the end of the I-section boom and another end leading to the drum of the hoisting winch 84..

Hydraulic pump unit 81 located on the deck supplies the pressuralized oil to the oil motors 85 and 86 of hoisting winch 83 and the traversing winch 84 through a flexible hose (not illustrated in drawing) which is located between post 9 and the boom 1. Control stand 82 is fixed on the winch platform and can control the speed of the winches 83 and 84.

The hoisting winch 83 and the traversing winch 84 herein described driven by pressurized oil from the hydraulic pump unit 81, however the electric method can apply instead of the hydraulic method.

In this system, the hoisting winch and the traversing winch are fitted near the revolving part of the boom, and also the hoisting and traversing ropes are incorporated on the boom itself. In comparison with the conventional type of derrick system which has winches on a winch platform erected on the main deck, fewer troubles of wire rope shall be expected in the case of winding wire on the drum due to unnecessary wire leading from the movable part to the fixed part and also the number of winches installed on the winch platform will be reduced, this fact causing the platform to be smaller in dimension. The smaller platform will not only make room available for any cargoes on the main deck but also be less in weight and cheaper in cost. The total cost of this gear will be cheaper than that of the conventional cargo gears.

As shown on FIGS. and 21 in system H for the purpose of easy slewing of the boom, a fixed post 9 is erected vertically on the deck and has an outrigger 31. A boom supporting structure (gooseneck) is located in the mid-position of the post 9. On the gooseneck 30, for slewing purposes a vertical spindle 13 and for topping purposes of the boom 1 horizontal pins 12 are fitted. Sheaves 22,22 are suspended from an outrigger 31. Sheaves 87, 87 are fitted on post 9 and also hydraulic cylinders 90, 90' are fitted at the side of post 9, sheaves 88 88 are equipped on the end ofthe cylinders rods 89, 89. One end of the ropes 20 and 20 are anchored on to the boom outrigger 18 and another end is fitted on post 9 via sheaves 22, 22, 87, 87 and 88, 88 after passing a couple of folds between sheaves 88, 88' and 87, 87. This arrangement reduces the pistons stroke on the cylinders 90, 90. Also, 8 in FIG. 20 indicates topping rope.

FIG. 21 illustrates a hydraulic circuit for slewing cylinders 90, 90' in which pressurized oil flows from the oil pump 93 to the hydraulic cylinders 90, 90 via the manually operated changing valve 91 and the throttle check valves 92, 92'. Therefore by operation of the hydraulic cylinders 90, 90' which pulls ropes 20, 20' via the sheaves 88, 83 fitted on the cylinder rods 89, 89 and the boom 1 can be slewed accordingly. In FIG. 20, if the pressurized oil is led to the cylinder 90 which slews the boom 1 to direction 0, the cylinder rod 89 is pulled by rope 20 which is anchored at the boom outrigger 18 according to the booms slewing motion.

Oil in the cylinder 90 flows to the oil tank 94 passing through the throttle valve 92. If the pressurized oil is led to the cylinder 90 which slews the boom 1 to direction P, oil in the cylinder 90 flows to the oil tank 94 through the throttle valve 92.

In FIG. 21, 95 indicates a pressure adjusting valve, 93 indicates an oil pump, 96 indicates an electric motor for an oil pump 93, 97 indicates a check valve.

When the boom 1 is slewed using hydraulic cylinders 90, 90' the boom 1 is slewing in circular motion around the revolving center of the boom 1 and sheaves 22, 22 are not situated at the revolving center of the boom 1, therefore payout length of rope 20 and pull-in length are not the same in length according to the boom s 1 slewing motion.

In the case of a slewing method in a conventional derrick system by one drum operation, there must be provided a length adjusting device for rope on the starboard side and the port side.

In system H, when the boom 1 is operating by ropes 20 20' and hydraulic cylinders 90, 90 each stroke of the cylinder rods can be separately moved at the different proportion, therefore ropes 20, 20' do not slacken during slewing movement of the boom 1. When the pressurized oil flow to the hydraulic cylinders or 90 which pull ropes 20 or 20' and slew the boom in the direction of 0' or P, oil flows from the pulled hydraulic cylinders 90 or 90 to the oil tank 94', through the throttle check valves 92', 92 which restrain the oil flow and hydraulic pressures occur at the pulled hydraulic cylinder 90' or 90 when boom 1 is slewed in the direction of 0, the hydraulic cylinder 90 is pulled by rope 20 slightly, when boom 1 is slewed in direction P, the hydraulic cylinder 90 is pulled by rope 20 slightly. Therefore ropes 20, 20' are never slackened in the slewing operation.

The advantages occurring from the invention can be listed as follows:

a. It is easy to obtain length adjustment of the port side and the starboard side slewing wire ropes.

b. In comparison with conventional single winch driven slewing, it is cheaper in cost.

0. There is less wire trouble such as slipping off, and cutting of wire ropes at the drum.

d. The smaller winch platform necessary on the main upper deck due to the boom is operated by two hydraulic cylinders instead of a slewing winch.

As shown on FIG. 22 and 23, in system Ifor the purpose of easy slewing of the boom, fixed post 9 is erected vertically on the deck and has an outrigger 31. A boom supporting structure (gooseneck) 30 is located in the mid-position of the post 9. On the gooseneck 30, for purpose of slewing of the boom 1 horizontal pins 12 are fitted. The rope length adjusting arms 93, 93' which have sheaves 99a, 99a, 99b 99b at the end add pin hinge parts are fitted at both ends of an outrigger 31 in such a way that it can be slewed,

Stoppers 100, 100 are provided in inner positions of the aforesaid adjusting arms at its both ends. When the adjusting arms 98, 98' move towards the direction indicated by (m), (m') from the position of Mine at the outrigger at certain degrees, (a) (the arms will stop at the stopper 100, 100').

Each one end of the ropes 20 and 20' is anchored on to the boom outrigger 18 and the other end of them is led to the slewing winch 102 installed at the lower part of post 9 in such a way that when rope 20 is paid off, the other rope 20' is wound in, and vice versa, via sheaves 99a, 99a, 99b, 99b and sheaves 101, 101' installed on outrigger 31.

Also, 8 in FIG. 22 indicates topping rope. When the boom 1 is slewed by the slewing winch 102 from the position of C to the position of D rope 20 does not turn aforesaid adjusting arm 98 at first, however rope 20 is guided by sheave 99b from a certain position. As the adjusting arm 98 is stopped at angle a by stopper 100', rope 20' cannot turn the adjusting arm 98' more than angle or toward arrow m. When the boom 1 is situated at the position of C, ropes 20, 20 the length between the positions of Q0 and the positions of S,S' are V, ropes 20, 20 the length between S,S and R,R' at the adjusting arms 98, 98 are x, when the boom 1 is situated at the position of D in FIG. 23, rope 20' the length between the position 0 and the position of R at sheaves 99a is W, rope 20 the length between the position Q, and the position at sheaves 99b is y.

Therefore the following Equality can be obtained.

V y W x V (l) x can be decided from the above an equality. Therefore, if ropes 20 and 20 are wound by one drum 102 in such a way that when rope 20 is paid off, the other ropes 20' is wound in and vice versa, the ropes 20 and 20' do not slacken always according to the slewing motion of the boom 1 without special rope length adjusting device. When the boom is slewed from the position of C to the opposite way, the above equality can be used conversely. The system so far described consists of a fixed post 9 on the main deck. However the rotating post or travelling post are available instead of a fixed post 9.

The advantages accrued from the invention can be listed as follows.

a. Special slewing ropes length adjusting device is not required due to this invention and adjustment of slewing ropes can be automatically done only to select suitable length of the adjusting arms.

b. in comparison with a conventional slewing system for the boom, it is cheaper in cost and also makes for a simpler slewing system.

While the above description relates to a crane particularly adapted for erection on the deck of a marine vesselfor ptimum efficiency in loading and unloading the holds of the vessel, it is be be understood that the crane, per se, can be used for many other uses on land where spotting of the load is of the utmost importance.

What we claim is:

l. A cargo handling crane mounted on the deck of a vessel comprising a fixed post located on the longitudinal centerline of the vessel, a gooseneck adjustably mounted on the said post, said gooseneck including a vertically disposed pivot pin and a horizontally disposed pivot pin on the said vertical pivot pin, a fixed outrigger extending outwards from opposite sides of the said post and disposed transversely of the vessel and having pulleys notatably supported at the extremities of said outrigger, a load carrying boom pivotally mounted on the said vertical pivot pin for topping of the boom and on said horizontal pivot for slewing of the boom, the said boom is in the form of an horizontally disposed diamond-shaped truss whose major axis is lengthwise of the boom in the direction away from the post and whose minor axis is at right angles to the said lengthwise direction of the boom midway of the length thereof, slewing rope means for the said boom including pulleys at the extremities of the minor axis of the diamond-shaped truss boom, said slewing rope means passing over said pulleys on said fixed outrigger and said pulleys located on the minor axis of the load carrying boom, winch means to pay-in and pay-out the said slewing rope means, a hoisting trolley supporting a cargo hook and movable along the length of the said boom, means for moving the cargo hook vertically, said trolley including means for moving the cargo hook therewith along the length of the boom independent of the means for topping the boom or of the means for lifting the cargo hook and means for locking the said trolley in a selected position on the said boom.

2. A cargo handling crane as set forth in claim 1, in which the major axis of the said boom is an I-beam, and the said trolley includes roller wheels adapted for travel on the said beam, and winch and rope means to control the travel of the said trolley along the beam.

3. A cargo handling crane as set forth in claim 1 in which an outrigger boom, located midway of the length of the load carrying boom, forms the minor axis of the load carrying boom.

4. A cargo handling crane as set forth in claim 1 in which the said load carrying boom includes an outrigger member located midway of the length of the load carrying boom forming the minor axis thereof.

5. A cargo handling crane as set forth in claim 1 in which the said post includes a guide member disposed parallel with the axis of the post and the said gooseneck is slidably mounted on said guide member, and locking means to lock the said gooseneck on the guide member in a preselected position lengthwise of the said post.

6. A cargo handling crane as set forth in claim 1' in which the said gooseneck is mounted on a bracket extending from the said post at right angles to the plane of the said fixed outrigger to permit the said boom to be slewed through an arc of at least 7. A cargo handling crane as set forth in claim 1; in which the said boom has a pair of guide surfaces extending along the length thereof and the said hoisting trolley is provided .with rollers adapted to run on said guide surfaces, a pair of ropes connected to the trolley, one adapted to pull the trolley in one direction along the boom and the other adapted to pull the trolley in the opposite direction and a two barrel winch over which the pair of ropes are laid, and the said means for moving the cargo hook vertically include a pair of pulleys suspended from said hoisting trolley, a hoisting rope laid over said pulleys and attached at one end to the extreme end of the boom, a cargo hook pulley suspended on said hoisting rope between said pair of pulleys and a hoisting winch for said hoisting rope.

8. A cargo handling crane as set forth in claim 1, including a traversing rope means for traversing the hoisting trolley, said traversing rope means and said means for moving the cargo hook vertically include a traversing winch and a hoisting winch mounted on the said boom adjacent the pivotal support of the boom on the fixed post.

9. A cargo handling crane as set forth in claim 8, in which the said traversing winch and the said hoisting winch are each directly coupled to a motor drive means and the controls for said motor drive means are located at the base of said fixed post.

10. A cargo handling crane as set forth in claim 8, in which the said traversing winch has a two-part drum and the traversing rope means includes a pair of ropes each of which are separately wound on the two-parts of the drum for simultaneous take-up and pay out as the trolley is moved along the boom. 

1. A cargo handling crane mounted on the deck of a vessel comprising a fixed post located on the longitudinal centerline of the vessel, a gooseneck adjustably mounted on the said post, said gooseneck including a vertically disposed pivot pin and a horizontally disposed pivot pin on the said vertical pivot pin, a fixed outrigger extending outwards from opposite sides of the said post and disposed transversely of the vessel and having pulleys notatably supported at the extremities of said outrigger, a load carrying boom pivotally mounted on the said vertical pivot pin for topping of the boom and on said horizontal pivot for slewing of the boom, the said boom is in the form of an horizontally disposed diamond-shaped truss whose major axis is lengthwise of the boom in the direction away from the post and whose minor axis is at right angles to the said lengthwise direction of the boom midway of the length thereof, sLewing rope means for the said boom including pulleys at the extremities of the minor axis of the diamond-shaped truss boom, said slewing rope means passing over said pulleys on said fixed outrigger and said pulleys located on the minor axis of the load carrying boom, winch means to pay-in and pay-out the said slewing rope means, a hoisting trolley supporting a cargo hook and movable along the length of the said boom, means for moving the cargo hook vertically, said trolley including means for moving the cargo hook therewith along the length of the boom independent of the means for topping the boom or of the means for lifting the cargo hook and means for locking the said trolley in a selected position on the said boom.
 2. A cargo handling crane as set forth in claim 1, in which the major axis of the said boom is an I-beam, and the said trolley includes roller wheels adapted for travel on the said beam, and winch and rope means to control the travel of the said trolley along the beam.
 3. A cargo handling crane as set forth in claim 1 in which an outrigger boom, located midway of the length of the load carrying boom, forms the minor axis of the load carrying boom.
 4. A cargo handling crane as set forth in claim 1 in which the said load carrying boom includes an outrigger member located midway of the length of the load carrying boom forming the minor axis thereof.
 5. A cargo handling crane as set forth in claim 1 in which the said post includes a guide member disposed parallel with the axis of the post and the said gooseneck is slidably mounted on said guide member, and locking means to lock the said gooseneck on the guide member in a preselected position lengthwise of the said post.
 6. A cargo handling crane as set forth in claim 1 in which the said gooseneck is mounted on a bracket extending from the said post at right angles to the plane of the said fixed outrigger to permit the said boom to be slewed through an arc of at least 180*.
 7. A cargo handling crane as set forth in claim 1 in which the said boom has a pair of guide surfaces extending along the length thereof and the said hoisting trolley is provided with rollers adapted to run on said guide surfaces, a pair of ropes connected to the trolley, one adapted to pull the trolley in one direction along the boom and the other adapted to pull the trolley in the opposite direction and a two barrel winch over which the pair of ropes are laid, and the said means for moving the cargo hook vertically include a pair of pulleys suspended from said hoisting trolley, a hoisting rope laid over said pulleys and attached at one end to the extreme end of the boom, a cargo hook pulley suspended on said hoisting rope between said pair of pulleys, and a hoisting winch for said hoisting rope.
 8. A cargo handling crane as set forth in claim 1, including a traversing rope means for traversing the hoisting trolley, said traversing rope means and said means for moving the cargo hook vertically include a traversing winch and a hoisting winch mounted on the said boom adjacent the pivotal support of the boom on the fixed post.
 9. A cargo handling crane as set forth in claim 8, in which the said traversing winch and the said hoisting winch are each directly coupled to a motor drive means and the controls for said motor drive means are located at the base of said fixed post.
 10. A cargo handling crane as set forth in claim 8, in which the said traversing winch has a two-part drum and the traversing rope means includes a pair of ropes each of which are separately wound on the two-parts of the drum for simultaneous take-up and pay out as the trolley is moved along the boom. 